Improvement in injector-condensers



5 sheets-sheet 2. J. E. BOTT. Injector Condenser.

Patented April 8, i879..

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J. E. BOTT. Injector Condenser.

Patented April 8, 1879.

INVENTOR:

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WrrNEssEs:

o' .Sheets-Shet 5 J. E. BGTT. Injector Condenser.

No. 214,090. Patented April 8,1879'.

JosnrH n. BoTT, or NOTTINGHAM,

PATENT OFFICE.

ENGLAND, ASSIGNOR OF ONE-HALF HIS RIGHT TO CHARLES ADLING, OF SAMEPLACE.

IMPROVEMENT lN lNJEC'l'CR-CONDENS'ERS.

Specification forming part of Letters Patent No. 214,090, dated April 8,1879; application filed January :24, 1879; patented in England, May 27,1878.

.To all whom it may concern:

Beit known that I, JOSEPH ELTON BoTT, of Nottingham, England, haveinvented new and;A useful Improvements in Injector-Gondensers applicableto single or double cylinder steam-engines, of which the following is aspecification, reference being had to the accompanying drawings.

My invention relates to improvements in condensers, 'and is applicableto single or double cylinder steam-engines.

My invention consists in .the combination, with the outer casin g of acondenser for steamengines, of an interiorbell-mouthed nozzle and anadjustable spindle extending through said nozzle and terminating in anenlarged or daring lower end or tip arranged below or partially withinthe bell-mouth of the nozzle, whereby the injectionwater which owsthrough said nozzle is guided into the form of an annular sheet-likejet, so that the whole of the water is brought in contact with theexhaust-steam, which enters the condenser-casing, and a rapid andthorough condensation elected; further, in the combination, in acondenser for steam-engines, of an interior waternozzle provided at itsmout-h with internal ta pered spiral grooves and a conoidal oroutwardly-tlaring discharge-chamber provided with similar grooves,whereby a rapid gyratory motlon is given to the injection-jet, theexhaust steam entering the easing is rapidly condensed, and the productsofcondeusation speedily carried oft', further, in the combination, in acondenser-casing, of an interior hellmouthed, nozzle having at its mouthinternal spiral tapered grooves, and a spindle extending thgough saidnozzle and terminating at its I'1ovv`ei.e'nd in an enlargement orflaring tip, fthe inclined surface of which next the nozzle is provided.with spiral grooves, which co-opi crate with those of the nozzle inimparting a rapid gyratory motion to the injection or condensing jet ofwater which ilows through said nozzle.

Referring to the drawings, Figure 1 is a verticalsectional View of myimproved condenser as constructed for one-cylinder engines. Figs.

2, 3, and 4 are, respectiyely, a plan and two cross-sect1onal views ofthe same.

Fig-.5 is a The corresponding parts in 'each figiire are lettered alike.

The arrangement and construction of the first-named form of my improvedcondenser shown in Figs. l to 5, inclusive, consist of the followingparts-v-that is to say: A is an outer case forming the exhaust-chamberof the condenser. B is a branch for the exhauststeam from theengine-cylinder. The condenser is shown as havingthe exhaust branchturned upward; but it may be constructed with the branch turned downwardor on either side, as required. G is an injection-nozzle. C' are taperedspiral injection-grooves. D is a discharge-space to the hot-well orwastepipe. D are tapered spiral discharge-grooves. E isthe body of theWater-injection valve. E is a brauch for water from a supply-tank. F isan injection-water regulating-spimlle. Gis a lower guide for the spindleFi II is a hand- Wheel for operating the spindle F. I is a bracket-guidefor spindle. K is an air-tight gland. L represents screwed studs foradjusting the injection-nozzle. M is a divergin g disk ot spindle F. i

Fig. 2 is a plan on the line N N of Fig. 1, with the body E of theinjection-valve removed. Fig. 3 is a cross-section of the condenser onthe line 0 0, and lFig. 4 a cross-section on the line I l?, Fig. 1.

In Figs. 1 and 5 the arrows marked 1 show the direction of theexhaust-steam, the arrows marked 2 sliow the direction of theinjectionwater, and the arrows marked 3 show the direction ofdischarge.`

rlhe body ofthe condenser is of cast-iron or other suitable metal, an'dhas an exhaust-chainber, A, froniwhich projects an exhaust-branch, B,leading to the cylinder or cylinders of the engine to which thecondenser may be attached.

l l t l l tor-nozzle it is' guitlvd into :t sprvudin-r :miur i tion ol'thv vonoidul vh.ttnbvr voinplvtvly nl sorbing und tondi-using thvv\h.n|st or othvr motion olI thv uniinhtr intvvtion livt thv v) lindvrorqlindvis ot' thv vnginv :Irv vtlvvtttully rvlicvcd of un) lmvltpi-vssnt'v. :tud :tu nhnost perfect. \';\vntnn ts vri-.ttvd b) lvztsonot'thcl :lL- tnosphcrv livin; v\vhtdvd by thv :innnlnr tihn of wittervxtvtnlingl vontplctcly across thv vo noidnlvhunthvr. :nul thcdingonnlsurtltvc ol'thv ict :tt'ords :L grvutvr voolingsnrl'nvc l'oi'thc vcondensation ot thv ste-minus thv wholvotthe walter used isvttonolnicnll)` otnployvd in vondcnsntion, instvud ol', os inothvrcondvnsvrs, rl. portion thvrvot'hviug' nustvd, on int:` to thv vvntrnl purtivlvs ot' thv nntvrjvt not living' :n .lilitlill: forvondvnsution.

ti is un vlvrution showing the application of thv sind vondvnsvr to :inmrine engine. Fig. T is un enlarged vvrticul sectional view of nportion ol' thv suine. Figs. 8 and 9 nre, respvvtivvly, :in vnlurgcdvertical section und vrosssvvtion ot u socket, T, spindle l", :ind(-onnvvting-pipv h", hereinafter ret'crrvtl to. Vig. 10 is an cnlurgcdside View of thv stcznnvulve S* und lv\ er Sl, shown at Fig. 'i'.

ln thismoilitcntion the condenser eniployvd is ot' siuiihti l'ortn tothe one first; hvrcin dvsvrihcd; but. ith tho addition of svrvrnlrognlntng pznts, hereinafter referred to, it. is vtpmlly applicable tohiglvprcssurc, low-pressure, or coinpouinl steunt-engines.

Referring: to rigs. 6 und 7, the following is :i general description ofthe several parts: A Il is the exhaust hinnvh :indpipoconnectingthecondenschvith thv vilituhfr ot' un engine. B' is u. vndor n roti-glut iron pcdvstul or support for the cx'- lninst braun-h. l)is the dischnrgl portion ot thv voinlvnsvr .'tttztvhcd to Q, thehot-wvllt'roni whonvv it nitty he vivctcd overboard through thv hrunvh pipe Q.vither by means ot' n steaminpninp or \\'utct'ticctor. l" is theinjection-wntvr rvgnlntor, thc stem ot' which is bored out loro poi-tionot' its length, und has slots ororitivos l, :is shown nt Figs. 7 and 8.'R is the tnvction mlvc, :nl jnsted by means ot' the ,svi'vwvtl rodopvrnted by the handle R', by which nivnns n'utvr is admitted t0 thecontlvnscr through theI branch E'. S is a. pipe to vont'oy stvntn t'rotnthe high-pressure steamvhest to the hollow spindle F for the purpose ot'vxlmusting the nir from the low-pressure v \limlvr ot' :i compoundengine, thus nidingin tpticlt'l) .storting henry engines. S' is a bellvrztnk lcijcr for operating the steam-vulve S. s" is :i vonncctinglpipescrewed inbo a boss on t onv sidv of gnidntrsocket, T, whichischulnhvrvtl. This sovlgvt nmy be either separate t'iotn (us shown inthe drttwings) or tnny l'orin n vontinnntion ot' the neck of the bodyll. 'l`hv pipo Sl muy hv connected to thv highprvssnrv .stoom-pipe S by:t tinngc or other ,snitnblv vonnvvtion.

'l`ho nvtion nt' the condenser :tud the above vntnnvrntvtl parts is usfollows-that is to say:

\\' hvn :tpplicil to n marine engine or n. windingcnginv, thv stortingwheel or lever of the en- ;nv may hun: n clutch-connection with thelvvcr S', und will thus open the valve S on thc starting of the engine,and so allow steam to leave the high-pressure steam-chest and pass intothe body of the condenser by the pipes S Si through thechamberedsocket/Pon the rcgnlntingsplndlc l", entering the sanne through thcslots or orifices und issuing with great force :is u ict through thepoint ot' the spindle nent' thv. divvrg'ingdisk. lhisjct ot'stemn willexlmust :dl thv :tir l'tont the exhaust side ot' thc lol pi-vssnrvpiston. thus greatly nglsistiingr thesturtin.;r ot' thv cnn-inclespecially those otthv ln thv inoditnuttion ot' n| iniptorvd votr dvnsvrshonn nt Fig ti to l0, invlnsuv. l"i; f.

hn'gvr ltnnls. lnuncdnttcly the low-pressure l l l and highpressuresteam begins to exert its force the steam-valve S2 must be closed,either by disconnecting the lever Sl by hand or by any mechanicalapparatus for automatically doing the same. Immediately the lowfpressurepiston receives steam from the highfpressure cylinder the attendant willturn ou the injection-water by means of the handle R', operating theequilibrium-valve R, thereby admitting water through the nozzle C, whencondensation will be effected, as described in the first modification,'and the combined products of condensation will be discharged. into thehot-well Q and thence through the branch pipe Q.

f While I prefer to use the hollow spindle F or connection with anycondenser when applied to low-pressure marine engines, it may be omittedif desired; and I do not here claim it in 1.combination with the otherparts of my in volition.'

whatilaim is- L'The combination, with the-outer casing cf 'a condenser,of the bell-mouthed nozzle C and the spindle F, having the enlarged or.fiarin g lower end or top, M, whereby the injectionwater is guided intothe form of an annular jet, substantially as and for the purpose setforth.

2. In a condenserfor steam-engines, the conibination of the nozzleprovided with the internal tapered spiral grooves and the conoidaldischarge chamber having similar grooves, whereby a rapid gyratorymotion is imparted to the injection-jet, the exhaust-steam rapidlycondensed, and the water .of condensation speedily carried oft,substantially as described.

3. The combination of the bell-mouthed nozzle having the taperedinternal spiral grooves and the spindle having the enlarged or daringlower end or tip, the upper inclined surface of which is provided withspiral grooves', substantially as and for the purpose set forth.

JOSEPH ELTON BOTT. Witnesses:

H. W. GOUGH, C. E., MARY GOUGH, Both of N o. 1 St. Peters Gate,ltrottinghcm.

